Minnesota Streetcar Museum Twin City Lines Spring 2017 Volume 11 Issue 2

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Inside front cover: Nicollet was still unpaved in 1914, looking south from 37th Street. This blowup shows a streetcar a half mile away at 42nd Street, with the steep hill to
51st Street in the far distance.

Twin City Lines is published
quarterly by the

Minnesota Streetcar Museum

P. O. Box 16509
Minneapolis, MN 55416-0509
(952) 922-1096
www-.trolleyride.org

Vol. 11 No. 2
Aaron Isaacs, Editor
3816 Vincent Avenue South
Minneapolis, MN 55410
612-929-7066
aaronmona@aol.com
Twin City Lines is published quarterly and is

mailed to members in good standing without
charge under Third Class postal permit.

The Minnesota Streetcar Museum operates the
Como-Harriet Streetcar Line in Minneapolis
and the Excelsior Streetcar Line in Excelsior.
Its mission is to preserve Minnesota's electric
railway heritage.

BOARD OF DIRECTORS
and OFFICERS
Aaron Isaacs
Dave French
James A. Vaitkunas
Bob Bayers

Ben Franske
Darel Leipold
Joe Young

Chair
Vice-Chair
Secretary

John Dillery
Karen Kertzman

Bruce Gustafson, General Superintendent
Todd Bender, Excelsior Superintendent

Keith Anderson, Treasurer

Corrections & new info

In the last issue I couldn’t remember
who had submitted the story on TCRT
streetcar collisions with fire trucks. It
was Dave French. Thanks, Dave.

The story about the straphanger
ordinance ended inconclusively. Was it
ever repealed? The answer appears to
be Yes. In 1919 the City of Minneapolis
passed a comprehensive new streetcar
ordinance, and the straphanger ordi-
nance language is nowhere to be
found in it.

The Nicollet Avenue line

-Aaron Isaacs

Nicollet Avenue runs straight south
from downtown Minneapolis. It
divides the south side of the city into
east and west addresses. It also hosted
streetcars from 1879 to 1954 and saw
the system’s last track extension in
1947.

First, the Motor Line

The Nicollet line started as the
narrow gauge, steam-powered
Minneapolis Lyndale & Lake Calhoun
Railway, better known as the Motor
Line. It built from downtown to Lake
Calhoun in 1879. Because its story will
be a big article in a future issue, we'll
give you the short version here.

The Motor Line started downtown
at Bridge Square, where Hennepin and
Nicollet Avenues converged at Ist
Street, a block from the Mississippi.

Front cover: A northbound Nicollet car
on Marquette Avenue passes 10th

Street. The Foshay Tower was still the
tallest building in downtown. Norton &

Peel photo.
Above: A Washburn Park car lays over
at the 50th and Nicollet wye.

This put it within a block of City Hall
and the original Union Depot. It trav-
eled a block east to Ist Avenue S. (now
called Marquette Avenue).

It ran through downtown on Ist
Avenue S., turned right at 13th Street
and jogged over a block to Nicollet,
then out Nicollet to 31st Street. At 31st
the original line to Lake Calhoun
turned west.

Expansion further out Nicollet hap-
pened in 1884. Track was extended to
37th Street, then east to about
Hiawatha Avenue, then southeast to
Minnehaha Park. 1884 also saw the
opening of the roundhouse at 31st and
Nicollet.

The Motor Line’s final push out
Nicollet came in 1887 with the exten-
sion to the newly opened Washburn
Home orphanage at 50th Street. By
then the company was controlled by
the Minneapolis Street Railway.

Electrification and conversion from
narrow gauge track to standard guage
happened in 1890. On the south end of
downtown, Grant Street was used
instead of 13th Street to transition from

Marquette to Nicollet.

The Motor Line branches off
Nicollet were soon eliminated. The
1891 opening of the new Lake Harriet
electric line on Hennepin Avenue rele-
gated the track on 31st Street from
Nicollet to Hennepin to non-revenue
status, used only to move deadhead-
ing cars to and from the former round-
house and the new 31st Street Station.
It was removed in 1905 when the par-
allel Lake Street line opened.

A new electric line to Minnehaha
Falls via Minnehaha Avenue opened in
1891, causing the abandonment of the
line across 37th Street. Those abandon-
ments left a line straight out Nicollet to
50th Street.

The Washburn Park line

The neighborhood along Nicollet
south of 50th Street, now known as
Tangletown, was referred to as

Washburn Park in those days. The
Washburn Home orphanage occupied
the northwest corner of 50th and
Nicollet, where Ramsey Middle School
now stands.

Washburn Park was platted but
development didn’t get going until
1910, when the land was sold to
Thorpe Brothers. The neighborhood
filled in by 1930, and Washburn High
School opened in 1928.

The Nicollet line was originally
built as single track with a single pass-
ing siding at 24th Street. Sources differ
on when the second track was added
north of 37th Street, but it was in the
period 1884-1886. The second track
was added from 37th to 40th Street in
1898, to 42nd Street in 1901, to 46th
Street in 1903, and to 50th Street in
1906.

Short line wyes were built to turn
the streetcars at 48th Street and 38th
Street. Cars could also turn at 31st
Street Shops. When the Lake Street line
opened in 1905, that also created a wye
at Lake and Nicollet.

Meeting the Dan Patch Line

The Minneapolis, St. Paul, Rochester
& Dubuque Electric Traction Company
was incorporated in 1906 with the goal
of building an interurban electric rail-
way between the cities in its title. It
was the brainchild of Marion Savage,
who branded it the Dan Patch Line
after his beloved champion race horse.

Track construction began in 1908.
This was the height of the national
interurban craze that resulted in some
16,000 miles being built by 1920.
Interurbans were a short-lived bridge
technology between conventional
steam trains and the automobile/bus
era. They offered more frequent serv-
ice than the steam trains at a lower
fare, they stopped in many more
places, and they were free of the
smoke, soot and cinders of steam
propulsion.

Most built their own tracks to the
outskirts of large cities, then used the
tracks of the local streetcar system to

-4-

reach downtown. That’s what the St.
Paul Southern and the Minneapolis,
Anoka & Cuyuna Range did. The Dan
Patch intended to do the same via the
Nicollet Avenue line.

To that end it built north through
Bloomington and Richfield on the
alignment of Pleasant Avenue. At 60th
Street it turned east for four blocks to
Nicollet, then built north in the street
right of way to 50th Street, terminus of
the streetcar line.

Thanks to the research of Russ
Olson, along with John Luecke and
Paul Spyhalski in their book on the
Minneapolis Northfield & Southern,
we now know that the extension to
50th Street was fraught with contro-
versy and why it ultimately didn’t
work.

To quote from the book, before the
Dan Patch started work “the
Minneapolis City Attorney was asked to
determine if TCRT could legally extend the
tracks of its Washburn Park line on
Nicollet Avenue to the city limits (54th
Street) to connect with the Dan Patch. The
residents of Washburn Park were not at all
enthused by the prospect of the Dan Patch
having a junction at 50th Street. Nearly
100 of them appeared before the railroad
committee of the Minneapolis City
Council stating that...service...should be
provided by TCRT and not the Dan Patch.
Undeterred, the Dan Patch began tearing
up Nicollet Avenue between 50th and 54th
Streets without securing permission...from
any official body.”

According to newspaper accounts,
TCRT had at least verbally agreed to
host Dan Patch interurbans into down-
town. However, street railroads need-
ed a franchise to operate within the
city limits and the Dan Patch didn’t
have one. Residents demanded that
TCRT run from 50th to 54th, because
they would see a car every 20 minutes,
rather than six times a day. On June 9,
1910, the City Council approved the

Two views of Dan Patch Line Strang motorcars at the north end of the Minnehaha

Creek bridge in 1910. The streetcar connection at 50th Street was two blocks away
over the hill. Minnesota Historical Society photo. The bottom photo appears to show a
car that has just arrived, is unloading, and has passengers waiting to board. Could it
be that the smaller car behind it shuttled the people over the hill?

Left: At the top of the hill to this day is
the house of architect Harry Wild Jones,
who designed the Lake Harriet chalet
station. This is about 1912, the line from

50th to 54th Street was still single track.

Below: The joint depot at 54th Street.

TCRT extension.

It didn’t happen for awhile. On July
4, 1910, the first Dan Patch train left
50th Street and traveled as far as
Lakeville. Tracks were extended to
Northfield and service was started
December 1, 1910.

A ticket office was built at 50th
Street. Initial ridership was heavy,
requiring the gas-electric cars to pull
trailers to accommodate the loads.
North of the creek, Nicollet climbed a
grade estimated at up to 6 percent to

51st Street, then dropped down a 4
percent grade to 50th Street. While
such grades are no problem for electric
streetcars, they are considered extreme
and even dangerous for conventional
railroad trains. In fact, the Dan Patch
gas cars couldn’ t reliably climb the hill,
especially pulling trailers. Because of
that, they terminated at the north end
of the Minnehaha Creek bridge,
requiring transfer passengers to walk
two blocks, although the photo on the
previous page may show a shuttle car
making the connection.

TCRT told the city they would
extend service to 54th, but only if the
summit of the hill was lowered by 12
feet to reduce the grade. Local resi-
dents protested the grade change and
it never happened.

In August 1910 the Dan Patch made
a new proposal to run on the Nicollet
line, not to downtown but as far as
32nd Street, where it would build a ter-
minal and a car barn next to TCRIT’s
31st Street Station. Meanwhile, TCRT
had agreed to purchase the track from
50th to 54th Street. However, TCRT
told the city it would not share tracks
with the Dan Patch, and would not
extend service to 54th Street until the
railroad pulled back to that location.

There were practical reasons why
TCRT opposed giving trackage rights
to the Dan Patch. The line never elec-
trified. Instead, it became the first rail-
road to run completely with internal
combustion railcars and locomotives.
The gas railcars had much less nimble
operating characteristics and would
not have mixed well with streetcars.
And it was clear they couldn’t handle
the hills at 51st Street. They also could-
n’t handle the sharp radius corner at
Grant and Nicollet.

On March 11, 1911, TCRT began
running to 54th Street (now Diamond
Lake Road) and the Dan Patch stopped

-5-

Above: The iron bridge over Minnehaha Creek was replaced by the current concrete
arch bridge in 1922. This appears to show the survey work that preceded construc-

tion. Minnesota Historical Society collection.

crossing the creek. A joint depot was
constructed where the Holiday gas sta-
tion is today. The railroad erected a
freight house and installed a turntable
for its gas cars. A shop facility and
small yard was built on the west side
of Nicollet at 60th Street, where
LaJeune Steel is today.

2Bs

The Dan Patch was competing with
Milwaukee Road and Rock Island pas-
senger trains for Minneapolis-
Northfield and Faribault traffic, and
with the Omaha Road for Mankato
traffic. Requiring a transfer to street-
cars to reach downtown was not
attractive and it was slow. Here are the

Above and below: The Minnehaha Creek bridge as it appeared in the last years of
streetcar service. The top view (Bob Schumacher photo) looks south and the bottom
(Ray de Groote photo) view looks north.

comparative travel times.

Minneapolis-Northfield

Dan Patch/TCRT 125 min.

Rock Island via St. Paul 115 min.

Milwaukee Road via Mendota 103
min.

Minneapolis-Mankato
Dan Patch/TCRT 285 min.
Omaha Road via St. Paul 186 min.

The Dan Patch lacked freight con-
nections into Minneapolis. To solve
that problem and speed passenger
service, they built a new line through
the western suburbs to a new joint
downtown station, shared with the
Luce Line. It opened in 1915.
Northfield-Minneapolis travel time
dropped from 125 to 95 minutes. More
importantly, all sorts of freight connec-
tions opened, ensuring the railroad’s
long term viability.

The Dan Patch passenger service to
54th and Nicollet became a railbus
shuttle to the mainline trains at Auto
Club Junction in southwest
Bloomington. Ridership dropped off
dramatically due to bus competition
and private auto ownership. The last
Dan Patch passenger train to 54th
Street ran in 1922. The track was cut
back to 69th Street, where it still ends
today.

The last extensions

After the Dan Patch connection was
severed in 1922, the City of
Minneapolis replaced the steel bridge
over Minnehaha creek with the multi-
arched concrete span that remains in
use today. As part of that project, TCRT
double tracked the line to 54th Street.
The 50th Street wye was replaced by a
new wye at 48th Street. The 54th Street
wye was moved from the west side of
Nicollet to the east side, in the right of

way of what is now Diamond Lake
Road.

The south city limits of Minneapolis
expanded over the years. They were at
38th Street in 1883, then 54th Street in
1887. In 1927 they reached the present
boundary of 62nd Street and a year
later the Nicollet line was extended
from 54th to 58th Street.

Right: From the photos we have of the
62nd Street extension, it appears that
TCRT first rebuilt the track from
Diamond Lake Road to 58th Street. This
view looks north from the 58th wye.

Below: Looking south from near 58th
Street. Kirt Blewett photo.

Above: A northbound car is leaving the temporary shoofly and is trying to return to the
regular track just south of Diamond Lake Road, but that work car is fouling its path.

Below: Looking north from 59th Street at the construction of the permanent tracks
from 58th to 62nd Streets. That’s a rail grinder car. It appears that TCRT built the
tracks and paved the track areas, as required by its city franchise.

Above: The extension from 58th to 62nd Street started by laying down temporary
track so the work cars could access the site. That’s a TCRT electric shovel at right.

Below: Viewed from 61st Street, the new line appears to be in service, even though
the entire street is not finished. Note the sign for the Minneapolis Northfield &
Southern shops.

After World War II development
leaped Minnehaha Creek and quickly
moved south into Richfield and even
Bloomington. TCRI responded by
extending the Nicollet line to a new
loop at 62nd Street, the last track
extension TCRT would build. In the
process, they replaced the track
between Diamond Lake Road and 58th
Street.

Through routing and operations

Most TCRT streetcar lines were
through-routed. This means they
didn’t terminate downtown. Instead,
they were paired with another line on
the opposite side of the city. The
Nicollet line terminated downtown
from 1890 to 1894. From 1894 to 1910 it
was paired with the Washington
Avenue N. line, then with Central
Avenue NE until 1919. From 1919 to
1954 most trips were through routed
with the 2nd Street NE line. From 1920
until 1948, certain trips were paired
with the North West Terminal line that
served Stinson Blvd. NE. After the
Grand Avenue line was abandoned in
1952, the Nicollet cars were split
between 2nd Street NE and Monroe
NE.

Not surprisingly, the Nicollet line
was run entirely out of online Nicollet
Station. As of 1947, the morning rush
hour required 54 streetcars, with 20
staying out all day. We don’t have
timetables, but that number of cars
would have yielded a rush hour fre-
quency of 2-3 minutes and a midday
frequency of 5 minutes.

Nicollet was always one of the heav-
iest lines in the system. In 1941 and
1943, for which we have numbers, it
was the 4th heaviest line in passengers
per car mile and 5th in total passengers
carried.

Extra service and non-revenue moves

Because of Nicollet Station, Nicollet
Avenue saw numerous deadhead
moves between 32nd Street and Lake
Street. 4th Avenue cars turned east at
Lake, while Bryant, Grand and Lake

Minnetonka cars turned west.

Until 1907, work motors towed
freight cars to 31st Street Shops from
the Milwaukee Road interchange at
29th Street. These included coal for the
steam plant, sand, salt and streetcar

It’s sort of a shock to see this early
parking ramp at the corner of Marquette
and 3rd Street. It was a harbinger of
things to come. Minneapolis Star-

Tribune photo, Minnesota Historical
Society collection.

Above: A track closure is backing up
traffic on Marquette between 4th and
5th Streets.

Right top and bottom: 6th and
Marquette was the transfer point to the

Glenwood-4th Avenue line. Minneapolis
Star-Tribune photo, Minnesota Historical
Society collection.

construction materials.

Nicollet Ball Park, located at 31st
and Nicollet, was the destination and
for scores of extra streetcars.
Conveniently stored during the game
at Nicollet Station, they loaded on
Nicollet and fanned out across the city
to carry the baseball fans home. Well

remembered are the holiday split dou-
ble-headers between the Minneapolis
Millers and the St. Paul Saints on
Memorial Day and July 4th. After the
first game, everyone would pile onto
the streetcars and head for the other

ballpark, to watch the second game a_ Junior High. The schools also char-

couple of hours later. tered streetcars for away sporting [th and Marquette was the transfer
Although we don’t have documen-_ events and field trips. point to the Chicago-Penn-Fremont line.

tation of it, it seems likely that extras Other venues that probably needed Norton & Peel photo, Minnesota

ran for the start and end of classes at extra cars were the Minneapolis | historical Society collection.

Washburn High School and Ramsey Auditorium, located online at

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A southbound car turns from Marquette onto Grant Street, passing Wesley

A southbound gate car on Marquette between 9th and 10th Streets. Methodist Church, for the one-block transition to Nicollet Avenue. Charles Hibbard
Bob Mehlenbeck photo photo, Minnesota Historical Society collection.

-12-

Looking south
from 14th Street.
Minneapolis
Star-Tribune
photo,
Minnesota
Historical
Society collec-
tion.

Left: The corner of 26th Street
and Nicollet. Hennepin County
Library collection.

Below left: Nicollet at 19th
Street.

Below: The Minneapolis Millers
played at Nicollet Ball Park at
31st Street. Hennepin County
Historical Society collection.

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Above left: Nicollet Station in
the 1920s.

Above right: At 36th Street.

Left: A snowy day at 42nd
Street, passing what is now
Martin Luther King Park.
Minneapolis Star-Tribune
photo, Minnesota Historical
Society collection.

Above: Two views of
the 51st Street hill.
Above left: Looking
north from south of
50th Street. Note the
Lustron prefab metal
houses at right.

Above right: Looking
north from near the
Minnehaha Creek
bridge.

Left: A downtown-
bound PCC crosses
the creek bridge.
John Stern photo,
ERA collection.

Right: Parked on the
Diamond Lake Road
(54th Street) wye.
John Stern photo,
ERA collection.

Above left: Backing into the
Diamond Lake Road wye,
even though the destination
sign says 54th Street.

Above: Laying over on the

58th Street wye.

The 62nd Street loop at the
Richfield City limits. John
Stern photo, ERA collection.

Marquette and Grant Street, and the
big downtown churches, including
Central Lutheran, Wesley Methodist,
St. Olaf’s Catholic, Plymouth
Congregational and Westminster
Presbyterian.

The Grand Avenue line

As development progressed south
of Lake Street, it became clear to the
city that a new line was needed to fill
in the 10 block, .625 mile spacing
between the Nicollet and Bryant
Avenue lines. The solution was a line
on Grand Avenue, 5 blocks west of
Nicollet and 5 blocks east of Bryant.
Grand Avenue cars used the Nicollet
line through downtown and as far
south as Lake Street. There they turned
west on the Lake Street line tracks,
then south on Grand.

The new line opened to 40th Street
in late 1907. In 1923 it was extended
almost to 48th Street. Whereas most
other wyes were located in the middle
of intersections, this one pulled off-
street into a vacant lot. The old wye at
40th Street was removed in 1938.

Grand was through-routed with the
Monroe Street NE line. Operation was
split between Nicollet Station and East
Side Station, and required 26 rush
hour cars and 9 in the midday. It was
less well patronized than Nicollet,
with about a 10-minute midday fre-
quency and 5 minutes during the rush
hour.

Grand-Monroe was _ routinely
assigned lightweight cars, an indica-
tion of its overall lighter patronage.
There’s no question, however, that the
Grand cars helped reduce Nicollet line
overloads where they shared the same
tracks between Lake Street and down-
town.

If Grand Avenue had a shortcoming,
it was winter operations. Grand is one
of the narrowest streets to host a car

TRACK SYSTEM
OF
MINNEAPOLIS
ST. RY. CO.

line. Snow drifts made it even
narrower in winter. It wasn’t
uncommon for parked cars to
foul the tracks. I don’t know if the
city ever restricted winter park-
ing back then, but it has been a
common practice during the bus
era, and that’s with vehicles that
can maneuver around parked
cars.

1-man, PCCs, abandonment

The Great Depression of the
1930’s combined with auto com-
petition to cut ridership in half.
TCRT responded by gradually
eliminating conductors, starting
with the lightest lines and the
quietest time periods. here’s how
it progressed.

1932: Nicollet owl cars and all
Grand Avenue service except
rush hours.

1933: Nicollet evenings and
Sundays.

1934: All Grand service.

Ridership doubled during
World War II, so Nicollet stayed
with conductors on most runs all
through the war. They were final-
ly removed in 1949.

The first PCC cars were
assigned to the Nicollet and
Grand lines in July 1949. They
were removed from service and
sold to Newark, Mexico City and
Shaker Heights (Cleveland) in
1953.

The Grand Avenue line was
abandoned on October 18, 1952.
The Nicollet line lasted until
March 27, 1954.

-19-

A Grand-Monroe car on Marquette Avenue approaches 1st Street, where it will turn left to Hennepin and cross the Mississippi.

-20-

Ach 6 2
From 1920 to 1942 Grand-Monroe cars were routed through downtown on Marquette, 8th Street, 2nd Avenue S., 1st Street, then across the Mississippi on
the 3rd Avenue bridge. In 1942 they switched to the Nicollet-2nd Street NE alignment via Marquette, 1st Street and Hennepin. This is 6th Street and
Marquette. Hennepin County Library collection.

Above right: A southbound
Grand-Monroe lightweight is
headed west on Lake Street
and is about to turn left onto
Grand Avenue. Fred Zubrycki
photo, Cliff Scholes collection.

This news photo was taken at
38th Street to illustrate the sorry
state of repair of the road sur-
face between the rails, TCRT’s
responsibility under the city
franchise. Minneapolis Star-
Tribune photo, Minnesota
Historical Society collection.

—_—

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Left: A typical scene along Grand
Avenue near 43rd Street.
Minneapolis Star-Tribune photo,
Minnesota Historical Society collec-
tion.

Below left: The line ended midblock
short of 48th Street at this wye.

Below right: This car has backed out
of the wye into Grand Avenue and is
ready for the next trip to downtown
and northeast Minneapolis.

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A Grand Avenue car has derailed on the switch from eastbound Lake Street to northbound Nicollet, attracting a large crowd along with a traffic cop and a TCRT
service truck from nearby Nicollet Station. Contrast this to the current KMart wasteland. Minneapolis Star-Tribune photo, Minnesota Historical Society collection.

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